Speed-controlling and reversing apparatus for motor-vehicles.



H. T. GOLDWELL.

SPEED OONTBOLLING AND nBvEnsmG APPARATUS Pon MoTon VEHICLES.

APPLICATION FILED DEG.24, 1907.

902,558. Patented Nov. 3, 190s.

4 SHBBTSvSHBET 1,

iff lil gf/3 6 Zz fda' /1 [Nl/ENTOR H. T. COLDWBLL.

SPEED CONTBOLLING ANDVRBVBRSING APPARATUS FOR MOTOB VEHICLES.

` A,1 PL1GAT10N P1,Lmn0,24,1907.

902,558. f Patented Nov. 3, 1908.

4 BHBETB-SHEET 2.

WIT/VES [Nl/ENTOR H. T. GOLDWELL. SPEED OONTROLLING AND RBVBRSING-APPARATUS EUR MOTOR VEHIGLBB.

APPLICATION FILED DEU. 24, 1907.

902,558. Patented Nov. 3, 1'908,

4 BHBETS-SHEET 3.

INVENTOR i i Y WM Wgr/ l? H. T. GOLDWELL.

SPEED GGNTROLLING AND REvpRslNG APPARATUS PUR MOTOR VEHICLES.

APPLIUATION IILED DEO.24,1907.

Patented Nov. 3, 1908.

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[Nl/ENTOR m m f i. Woli knownmanner.

main shaft extends to the mechanism wherel UNl'llill) HTAlltS PATENTOFFICE.

SPEEDCONTROLLING AND REVERSING APPARATUS FOR MOTOR-VEHIOLES.

Specification of Letters Patent.

Patented Nov. 3, 1908.

To ai! iii/mm it may (finir/fro.:

lio il` known that l, l lAnnY 'l` Cown/ELL, a citizen of the UnitedStates, residing at Newburgh, in the county of Orange and Stato olr NewYork, have invented ycertain new and useful linproven'ients in Spoed-Controlling and Reversing Apparatus for Motor-Vehicles; and I do herebydeclaro the following to be a full, clear, and exact de scription. ofthe invention, such as will enable others skilled in the art to which itappertains to make and use the same. p

My invention const-its in the novel features hereinafter described,reference bein had to the accom an 'inv drawinvs which i ustrate oneform in which l have contemplated ernbodying my invention, and saidinvention is fully disclosed in the following description and claims.

Referring to the said diawings, Fi ure l is a. sectionalv view of aspeed control ing and reversing apparatus for motor vehicles, embodyingmy inventionA4 Fig. Slis a plan View of the guiding plate i'or theshifting lever, shown in Fig. 1. Fi 3 is a detail sectional view on line3--3 of iig. 2. Fig. 4t is a similar sectional view on line 4 4 of Fig.2. Fig. 5v is an enlarged horizontal section on line 5-+5 of Fi 1. Fig.6 is an enlarged diagrammatic View of the gearing Within the gear casingshowing it 'spread out, in order that the relative arrangement andcoperation of the parte may be Amore clearly unders'toodf Fig. 7 is avertical transverse seotional view on line 7l-7, Fig. 1. Fig. 8 is asimilar section on line 8 8, Fig. 1. Fig. 9 is a detail View of a partof the mechanism.

In the acoompanyi sents s gear case, suits. ly supported in the vehicle,and containing the change speed and reversing gearing.

' B represent -the main drive shaft, which extends through bearings a',u. in the ends of the ear'oase, and is divided Within the case at thetwo parts being held in axial elinomont, The section B el the main shaftett-ends to the motor, to which it is preferably connected by vthe usualfriction. or other clutch mechanism (not shown) ina The section B of thethe poweris applied, as tothe axle or axles thronghthe 4.usueldifferential gear, in any desired lila-nner.A lViewing the transmission4 mechanism here shown by itself, the shaft drawings A represection B isthe driving shaft and the section B is the driven shaft.

Upon the driving section B, I mount a pluf ralitv of inions or gears,and a clutch men ber lor c utohin the two sections B and B together.drivitif section B with a casting C provided witlipt e pinions C', C andthe gear wheel C3, which are thus formed inte rally, the said casting Cbeing keyed or ot erwise rigidly secured to the shaft section B. The`casting (l is so placed on the section B as to project beyond the innerend of the same and form a. bearing or socket for the adjacent end ofshaft section B as shown.

C* represents one member of a clutch (preferably a dog clutch) which isformed on the 'face of the gear C, and forms preferably an integral artof the casting C.

The siaft section B is clutch member Ci adapte to engage the clutchmember C and with a beveled pinion C, said parts being preferably formeintegrally' as shown, forming a castingl C', which is provided in thisinstance Wit' Aa square rovided With In tiis instance I provide the.

central aperture and is arran ed. to slide on a suared portion b of thes aft section B.

e casting C' is provided with an annular groove to receive a yoke forgiving it the desired reciprocatioh on the shaft section.

At op osito sides .of and slightly above the levelpof the shaft Bare'stationary shafts or bars D, and E which arearnanged parallel withthe shaft B, B and have eir ends clamped or secured tothe end Walls ofthe gear oase. 1 prefer to provide said end weils with .stationarybrackets e and detachable caps e, secured to said brackets lay screwsand eonstruotedto receive and the lateral shafts D and E as shown. Uponthe shaft Dis mounted a loose sleeve 5D* oar- .rying .the reverso!vbevoiedpinions D' and D and ear Wheel ,and on the ,shaft E is loose ymounted sleeve E rovided with bevel pinion E1', and gear whoelglil.

In order'to economies room-withi I,the gear casing, 4I provide what Iterm a. saidd e, shown in detail in Fig. Qwhioh oomprisesaifoljging Fhaving a aperture .therein for the main shaft section 13 and/a .doending stud f, and two diver-ging upward extending studs]f7 j?. Thestii7' extends into-asockot as Igea-ted in the bottom of .-theoasing, thestu, f carries s. sleeveG providedwith a beveled pinion G', adapted tomesh with the bevii i i shown and described ear`u'heel D3 into mesh withpinion CL 'an 45..

beveled and eled `)inion C on the shaft section B', and a beveled gear(l'L adapted to engage the beveled pinion it, :md the outer end of studf' enters a recess in a Forging l"' provided with :in aperture throughwhich the rod oi' (lead shaft E passes, and which has a lateral stud fwhich is iirmly clmnped to the side of the gear casing, by means oi' abracket and detachable cap as shown, or other desired manner. '.lh(`stud f2 of the forging [1 is provided with a loose sleeve H carrying abeveled pinion l-l' adapted toinesli with the pinion C", and a beveledgear H2 adapted to eno'age one or other oi beveled pinion-s D', l 2, andthe end of the stud f' enters a recess in a forgingl F havin r a holefitting the sleeve D, and a lateral Stull f1 clamped or otherwisesecured to the side oi the gear casing. The three parts oi the saddle F,li." and Fz may be made of castings if preferred, and said arts arepreferably secured rigidly together by ins, er otherwise.

*or conveniently shifting .the movable parts of the transmissionmechansism, I employ preferably three sliding rods L', L, La each ofwhich is rovided with a suitable yoke. The yoke il of rod L' enga es thesleeve D4, the yoke l of the center ro L engages the casting C', and theyoke Z3 of rod LB en ages the sleeve E3.

he transmission mechanism as herein rovides for driving the driven shaftsection Il in one direction at three different spee and for driving inthe reverse direction atfone speed only' Thesej changes of gearing areaccomplishe in the; following manner. To drive at the lowest peedforward or in the same direction as the riving se`ction or memberB,(which will be supposed to rotate in the direction indicated bythe arrow1 in Fig. 6,)4 th -slide rod L is operated so as to move the sleeve D inthe direction of the arrow 2, Fig.,V 6,` thus bringin oreiz-igbeveledpinion D into mesh with the ear H2. The,I nioticn will then be`\ impartefrom driving shaft section B, through Ithe reducing train coinpridingwheels C, DHD', H2', H to bevel pinion'Ci, on the driven section B',which will be rotated in the saine direet'ion asthe driving mimi'ier B,but at lower speed. 4

To secure an intermediate speedi, the parts previously mentionedare'restored to normal lposition by rod L' and` rod La 4is shifted torin the gear rE into mesh with the gear C3, evel pinion E'irrto in shwith bevel ear -G (see arrow'B) thus 'c r section B through aii'itermediate reducin train includin wheels f', E. G G wit bevel Vinion(anddriving shaftB" in 'e same' ireetion as shaft B, but slower. T istrain gives an increased speed, however, over the first mentioned train.

To drive the shiift section B at highest necting the s iaft speed theparts just mentioned are restored to normal position by rod L, and thecentral rod li2 is shifted, to nieve the sleeve or casting C' in thedirection of arrow 4, thus moving bevel )inioii C out of gear with beveliinions l-l' an( G and bringing the members l', C5 of the clutchtogether. This causes the two shafts to move together in the samedirection and at the same speed. It is to be noted that when the shaftB' is driven at highest s eed, none of the other iiiions or gear whee sare in operation, and a l useless wear upon them is thus revented.

In or er to reverse the shaft B', the rod L' is moved in a directionopposite to that pre'- viously described, so as to shift the sleeve D4in the direction of the arrow 5, and bringr gear D into mesh with pinionC', and bevel pinion D, in mesh with bevel gear H2, thus transmittingmotion at reduced speed and in 'reverse direction to the pinion C",which will have been restored to its normal position in imesh withpinions H', G'.

It will also be seen that only a short movement is required in effectingany ,of these gear changes, such movement not exceeding materially thewidth of the inions and gears. It will also be seen that in e ecting'thelowest and intermediate gearfconnections the pinion s D or Ez areirst'inoved into `engageine t with thei appropriate pinions or gears beore the ada ent bevel pinion engages its bevel wheel thuspreventing'vthe strain on the gear teeth) and when these gears are wel]irtvrnesh the beveled wheels are thrown into meslL -This arrangementefectually' prevents the stripping of teeth. I also refer to provide thebearings aa throu h w ich the shaft sections B B extend wit gaskets asshown at a* a4, (see Fig. 1) to make the bearing apertures liquid tightand the gear or transmission case A' is refe'rabl filled with oil up to.the level of t e rods L2 L so ma; the gears and pinion@ will be at nlames in bath of oil to insure perfect lubrication. If-,desired the lgearcase A may be entirely filleds.' ith oil, 1n which case the aperturesthrou h`whichthe rods L, L', L extend will also be provided with hdraulic washers'or 4 withstuffing boxes (no them'liq uid tight.

Itis obvious that the gear changes herein uierated may be effected inmany waiys by itable levers orconneetions, and I esire t cover ,the4transmission mechanism herein shown and describedirrespective ofanypartic'ular fo'rm of operating mechanism. l I have however perfecteda. mechanism for operatin this transmission mechanism by means o asingde lever, 'which mechanism is so constructed and arranged as topermit the operator to selectthe desired combination of gears, and throwsuch combination into gear irectly Without passing through othercombinations, insuring the proper action of shown) to render izodisposed line beneath a locking bolt S, preferi ably pressed downwardlyby a spring s into engagement with one .or the other of the holes in theplate P and said bolt is connected by a chain 1", or other connectionwith clutch lever R. It follows from this construction that when thelever M has been moved into position to select a )articular s `eed, theapplication of the clutcll will permit the bolt S to enter one of theholes in the plate l and lock it and lever M against lat-eral movement.lever cannot, thereafter be shifted laterally until the o erator pressesthe clutch lever lt fcrward, thereby releasing the bolt S from ate P. pThe o eration of the parts described will be as fo ows. Supposing thatthe operator desires to start a car from a standstill, the clutch beingdisconnected", he seizes the handle of lever M and throws it to theright into linewith slot n', then forward into said slot where it willbe locked by releasing the pawl lever AO. As the lever M is moved to theright its lower end will move to the left, carrying with it plate P,until the yoke ma engages lug l ofthe rod L the forward movement of thehandle causes the lugr l and rod Ll to move rearwardly (the lugs Z andl" Abeing locked in the richt hand 1part of slot 2,

his draws t e sleeve D in the direction of the arrow 2, as beforedescribed land sets the train for the lowest or iirst speed; and gainingmomentum, the operator can by throwing out the clutch go to secondspeer, or directly to the tl1ird,or highest speed, as preferred, bythrowing` out the clutch, moving the handle laterally to slot n2 or slot'n4 and forward or rearward as required by the bma slots, the -yolce mof lever M selecting the required rod and moving it in the requireddirection. In' going to reverse the operator must iirst throw up thelock-out plate N', thus throwing down the plate N, when a lateral andrearward movement of the hand lever will put the reverse gearing inoperative relation.

lt will' be seen that each time a gear train is selected andy out intooperative condition, all )arts are restored,to lnoperative ornorllposition by simply throwing the hand lcvdr'back to the neutralposition in slot n, before an other speed -canbe selected. Again in tlrowing the lever M out of geared position it will be instantly stoppedin the neutral position bythe opposing ed e of slot n or by one of thelock-out plates N as will be readily understood. A

The operator is free at ailtines to select other fear connections tiusrendering the neutral to in gear position is a very short' The l Afterstarting the carv 'and proceed directly to it without asslng.' through"I to lean materially in any direction.

What I claim and desire to secure by Letters Patent isz- 1. Thecombination with axially alined driving and driven shaft sections, of aplurality of gears on the driving section, auxiliary shafts supportedarallel to andvstationarily with respect to t e alined shafts, a slidinggear on each of said auxiliary shafts, noi'- nially out of o erativerelation with any of the gears on t e driving section, means forconnecting each of said sliding ears with a gear on the driving sectionan means for connecting each of said sliding gears with the drivensection, substantially as described.

2. The combination with axially alined driving and driven shaftsections, of a plurality of gears on the driving shaft section,auxiliary shaft-s supported parallel to and stationarily with respect tothe alined shafts, a sliding member on each of said auxiliary shafts,normally out of operative relation with any of the gears on the drivingsection, and means for simultaneously connecting each of said slidingmembers with a gear on the driving shaft, and with a gear on the drivenshaft, substantially as described.

3. The combination with axially aline-,l driving and driven shaftsections, of a plurality of gears on the driving section, auxiiaryshafts supported with respect to tie alined shafts, a sliding gear oneach of said auxiliary shafts normally out of operative relation withany of the gears on the driving shaft section, gearing connectionsextending from the driven shaft t points adjacent to the auxilia shafts,said sliding gears'being provided earlili with means foroperativelyengaging said .gear connections, and means for inde endentlyshifting said sliding gears simu taneonsly into operative engagementwith one of said gear connections and with a gear on the driving shaftsection, substantially as de- Icribed. 4

.4. 'lhe combination with axially alined 'l :iving and driven shaftsections, of a pluralof gears on the driving section, auxiliary aftssupported arallel to and staticV arily 'th respect to t e alined shafts,a sliding I ge *r 'on each of said auxiliaryshafts nor- `ma lyout of o i-the gears on t 1e driving section, means forerative relation with -anyof connecting each of said sliding gears with 'a gear. on the drivingsection, means for independentl connecti 4each of said sliding gears wita gear on t e driving shaft section,

i and a. clutch for directly connecting th'e driving and driven shaftsections, substantially as described.

5. The combination wat muy amd ul'o arallel to4 and stationarily' sitesides of and parallel to the alined shafts, a pair ol transverselydisposed connected bevel gears on'earh side of the driven shaft, theinner gears ol said pairs being in posi* n tion lo engage the drivengear, a sliding gear on each of said auxiliary shafts movable inteengagement with a gear on the driving seetion, a bevel gear on one ofsaid auxiliary shafts. connected to and movable with the sliding gearthereon, and adapted to be moved inte engagement with the enter bevelgen r of lie adjacent transverse pair, and a air el' opposed bevel gearson the other auxdiary shaft, eonnlnfled'to and movable with the slidingIgear tina-een and arranged on opposite sides of the out-er bevel gear olthe ad- 1a-eenttransverse -pair, substantially as described.

12. The combination with alined driving 2o and driven sha-ltsmitions, aplurality efdrivinu gears on said driving section, a driven beve gear onsaiddriven seetien, stationarily supported auxiliary shafts located onopposite sides of and parallel to the alined shafts, a pair oftransversely disposed connected bevel gears on each side of the drivenshaft, the in- 'engage the driven gear, a slidin ner gears of said pairsbeing` in position to gear on eaeh el' said auxiliary shafts, movab einto engagement with a gear on the drivinJr section, a :se bevel gear onone of said auxiliary shafts, connected to and movable with the slidinggear thereon, and adapted to bemovedinto engagement with the outer bevelgear of the adjacent transverse pair and a pair of epposed bevel gearson the other auxiliary shaft, connected to and movable with the slidinggear thereon and arranged on op osite sides of the outer bevel gear ofthe a j'acent transverse pair, means for moving the 4o driven bevel gearinto and out ofen agement with the adjacent transverse beve wheels, anda clutch for diroetly'eonnecting the alined shaft sections,substantially as described.

In testimony whereof I affix my signature, in the presence of twowitnesses.

HARRY T. COLDWELL.

W'itnesses:

ABNER L. MOFFET, A. W. Mares

